Six-wheel truck for railway-cars.



J. A. PILCHER.

SIX WHEEL TRUCK FOR RAILWAY CARS.

APPLICATION HLED AUG. 16. 1913.

Patented 1 11.21, 1915.

2 SHEE1SSHEET 1.

J. A. PILCHER.

SIX WHEEL TRUCK FOR RAILWAY CARS.

APPLICATION FILED AUG. 16, 1913.

1,165,205. Patented Dec. 21, 1915 2 SHEETS-SHEET 2w srarns J'QHN A PILQHEB 'OF ROANOKE, VIRGINIA.

fiaA-WHEEL TRUCK FOR RAILWAY-CARS.

Application filed August 16, 1913. Serial No. 785,143

To all zohom it may concern ae it known that 1, JOHN A. Pmonnn, a,:itizen of the Un ted States, residing at Koanoke, in the county ofRoanoke and State of Virginia, have invented certain new and usefulImprovements in Six-Wheel the springs I in trucks of the type havingarticulated side frames, such as shown and described in Patent#l,O54,697, Lewis-Pilcher, March 1th, 1913. In this and similar trucksit is necessary that the springs be located so that the centers of thegroups come at a point approximately two-thirds of the distance betweenthe middle axle and the outer ones. This entails limitations on theconstruction of the various parts that'are sometimes undesirable. Inthis invention I am enabled to overcome this difliculty,at the same timemaintaining the equal distribution of the weight among the three axles.

In the drawings, Figure 1 represents a side elevation of the truck of myinvention, Fig. 2 a partial plan View of the same and Fig. 3 a sectionalelevation taken on the line A B, Fig. 2. 'FigsA and 5 represent in sideand end elevations respectively the equalizing bar as used in theconstruction shown in F igs. 1, 2 and 3. F 1g. 6 is a transverse sectionof the truck taken on the line C D, Fig.

2. Fig. 7 is a side elevation of a truck having a modified form ofequalizing bar and Fig. 8 shows, in side elevation, a detail of thismodified form of equalizing bar. Figs. 9 and 10 are side and endelevations respec' tively of the hanger used with either form ofequalizing bar. Fig. 11 shows a side ele- .other means might be employedwithout devation of the sideframe to which is secured the" middlejournal box and one of the outer journal boxes and Fig. '12 shows a sideelevation of the side frame to which is secured the other of theouterjourna'l boxes.

Referring now to the drawings in which like parts are given the samereference numbers wherever they. occur, 1 represents an outer truckWheel, 2 a middle wheel and 3 one of the other outer wheels. Theseiyiheels 1, 2 and 3 as well as those on the opposite side of the truckare secured to the axles, 4:,

Specification of Letters Patent.

Patented Dec. 21, 1915.

5. and 6 in the customary manner and the axles are journaled in thecustomary journal boxes 7, 8 and 9. The side frames 10 and 11 areconnected at their inner ends at 12 by any suitable form of knucklejoint so ar ranged that one side frame may have movement relative to theother by pivoting about 12, and by this articulation the various partsof the truck may readily respond to variations and irregularities in thecondition of the track. To the side frame 10 is secured at its outer endby means of the bolts 13 and the tie bar'14 the journal box 7, while atits inner end the box '8 is secured to the said side frame 10 by meansof the bolts 15 and tie bar 16. To the outer end of the side frame 11 issecured by means of the bolts 17 and tie bar 18 the journal box 9.

The weight of the car is carried on the truck center plate 19 which isintegral with or secured to the truck bolster 20. At 21 are sidebearings disposed to agree with the side bearings on the car body. Thetruck bolster is provided with arms 22 and 23 which extend outwardlythrough suitable windows 24 and 25 in the side frames 10 and 11. I Theseoutwardly extending arms are provided withvertically disposed guides 26and 27 which cooperate with similarly disposed guides 28 and 29 on theside frames 10 and 11. In

order that the bolster arms 22 and 23 may be entered through the windows2 1 and 25 of the side frames the outer guides 27 are made detachablefrom the bolster.

While the bolster shown is in'the shape of I a platform casting yet itmight be as readily made from structural or pressed steel and also Iwish it to be understood that while the previously described method ofentering and guiding the bolster arms in the side frames is a perfectlysatisfactory one yet third of the distance from an outer axle to themiddle axle, thus equalizing the loads equalizing bars 33 which extendfrom theside frame 10 to the side frame 11 and are hung from these sideframes by links" 34:. The connection of the links 3% to the side framesis pivotal as shown at 35 as is also the connection of these links, tothe equalizing bars at 36.

The spring seats" 32 are so disposed through the window openings 24 and25 that the bottom of the spring seats will not ride on the top of themembers 31 of the side frames. This allows the necessary movement of thelinks 34 and equalizing bars 33 and insures the bolster load coming onthe-equalizing bars 33 and not directly oi the frames 10 and 11. It isnow evident that ifthe points of connection 35 of the links 34; to theside frames be made at points longitudinally of the frames approximatelyone-third of the distance between an outer axle and the middle axle, theload of the bolster will equalize among the three axles,

no, matter at what position along the equalizing bars the spring loadsare applied to them, provided of course that the loads on the equalizingbars are symn'ietrically disposed.

While in the drawings I have shown two equalizing bars at each side of atruck, one

disposed along either side of the two side frames, yet in some instancesit might be advantageous to use a single equalizing bar at each side.Also, in some casesit may be desirable to alter the form of theequalizing bar to suit special conditions of design. Such an alternatearrangement is shown in Figs. 7 and 8 when the clearance under themiddle journal box is not sufficient to admit of the construction shownin Figs. 1 to 6 inclusive. To meet such a condition I would make theequalizing bar in the form of two bell crank levers 37 and 38 with a tiebar 39 joining them at the bottom. The connection of the two bell cranklevers at to may be pivotal or rigid as may also the connections 41 and42 of the tie bar 39. But the connections 41 and 42 should preferably besuch that the tie bar may be readily removed for dropping the middleaxle which 'will necessarily extend out through the triangularly" shapedopening formed by the two inclined arms of the bell crank levers and thetie bar 39. In some cases, also, the equalizing bars will be placedabove the side frames with the ends of the equalizing bars resting onthe side frames or on rollers, in which cases the links 34 would not berequired. In this -constru0tionthe spring loads would be transferred tothe equalizing bars preferably by hangers or stirrups. Also, thearticulated side frames might be made as simple beams extending eitherover or under the bolster and having the axle boxes secured to them. Thebolster might either rest on the springs or be hung from them.

From this it is seenthat those skilled in the art might make variouschanges in the construction from that shown without departing from thespirit of my inventio-n.

Having thus described my invention what I claim as new and desire tosecure by Letters Patent is, I I 1. In a six-wheel the combination witha bolster of springs for supporting the same, a plurality of axlestruckfor railway cars,

to transfer the load from the springs to the said side frames. W I

3. In a six wheel truckfor railway cars the combination of a bolster,springs for supporting the same, articulatedside frames having op ningstoreceive thesaidbolster and springs and further adapted to receive andsupportthe axle boxes, and an equalizing bar adapted to transfer theload from the springs to the said side frames.

In a six wheel truck for railway cars the combination of a bolster,springs for supporting the same, articulated s ide frames havingopenings to receive the said bolster and springs, one of saidarticulated side frames being provided with means for securing theretothe axle boxes for the middle and one of the outeraxles and the other ofsaid articulated side frames being provided with means for securingthereto the axle box I for the other .ofthe outer axles, and anequalizing, bar adapted to transfer the load i from the springs 'to thesaid side frames.

5. In a six wheel truck for ra lway cars the combination of abolstensprings for supporting the same, articulated side frames havingopenings to receive the said bolster and springs, equalizing barsadapted to support the said springs and links adapted to transfer theload from theequalizing bars to the said side frames.

6. In asix'wvheel truck for. railway cars a plurality of axles and oilboxesin combination with a bolster, yielding"supporting means for saidbolster comprising side vframes, eonializers and springs, the said sideframesbeing supported by the said oil boxes,- the equalizers by the sideframesand the bolster by -the said equalizers, and the said springsbeing interposed between the In testimony whereof I effix my signaturesaid equalizeirs and the said1bo{sf1er, the said in presence of twowitnesses.

side frames orming vertica si e ways for the movement of the saidbolster 0n the said JOHN PILCHER' s springs, the said equalizers beingdisposed Witnesses:

along the sides of the said side frames and ROY K. BROWN,

having swinging connection therewith. HARRY B. WADE.

